Street-railway switch.



N. 814,82?. j K i P-ATENTED MAR. 135.1906?. E. BROWNIIELD.

STREET RAILWAY SWITCH.

APP 1 10N F LED 29 1905. f.

LQ T I MY MEETS-SHEET 1.

WHWESSES.- VENTozje.

i PATENTED MAR. 13. 1906.

[N VEN Y` R.

E BRO WNPIELD STREET RAILWAY SWITCH. APPLIG'ATION FILED MAY 29. 1905.

f WITNESSS.-

i TERRITORY.

STATES EWING BROWNFLELD, .OF OKLAHOMA, OKLAHOMA TERRITORY, AssiGNoR,PATENT onnrcn. f'

' OF ONE-HA'LFTO THEODORE L. KLAF'FKE -OF OKLAHOMA, OKLAHOMA jNors'lgfsav.

.a citizen of the UnitedStates, residing at Oklahoma, in the county ofOklahoma and Territory of Oklahoma, have yinvented new and usefulImprovementsy in Street-Railway cation.

My invention relates to street -railway' switches and car attachmentadapted to op-v erate the switch, in which lan operating cross- -bar (inone or two sections)'eXtends acrossthe railway-track beneath or throughthe rails and yhas* vertical extensions or lugs upon the outer endsthereof 'and each alternately resting against the outer surface of therails,

I' being of equal elevation-therewith and adapted to bemoved outwardlyfrom the rail by the flange of wheels carried bythe streetcarand adaptedto be voperated by the motorman. v Centrallylocated-between and parallelwith the rails is located and pivoted a lever attached to the saidOperating crossbar (being1in-two sections) by one end,'the oposite endbeing attached to a lateral bar Oosely attached to the switch-point andadapted to move the loose end of theswitchpoint in and outof line, thuscausing the car to keep the main line or take the curve track,

as desired, the said lever being somewhat centrally pivoted, all ofwhichwill be more fully explained hereinafter.

The Objects of my invention are, first, to provide meanswhereby theswitch of street-4 railways can be thrown or operated `without lstopping the car; second, to lenable the mo torman to operate the devicein the dark; third, to save time and avoid annoyance. I attain theseobjects by the mechanism illustrated in the accompanying drawings,forming a part of this specification, in which-- .Figure l is a modifiedperspective view of the street-car, the track, the .two-sectionedoperating cross-bar and its lever connections with the switch-point andv the switchingwheels attached to the car. Fig. 2 is a` side elevationAof the track and the car thereon with the switch-wheels attached, alsoshowing one end of the operating cross-bar; its supporting-roller andits upright deflecting-lug,

and a portion of the 4operating-lever. Fig. 3.

lSpecification 'of LettersfPate'nt.

Application iledMay 29, 1905. Serial No. 262,799.

Switches, of which the `following is a specifi@ Operating-cross-barlugs. -elevation ofa section of the car and one of the Patented March13, '1906.

-as'in two sections, showing -its attachments and connecting with theAoperating-lever, falso -theroller-rests supporting the ends of ftheoperating cross-bar, also the lever-pivot. Fig. 5 is `a perspective Viewof the operatinglever pivot.

Fig. 6 is a `perspective view of the Ipivot-stud and plate. Fig. 7 is aview in elevation vof the deiiecting-bar with its verticalstud as in itsseat in the switch-point,

yshowing a cross-section of said switch-point Lat the stud-seat. velevation of one of the switch-throwing Fig. 8 is a cross-sectionalwheels. Fig. 9 is a'plan view of one of the Fig.` 10 is a sideswitch-throwing wheels, showing one method of its attachment.

Referring to the drawings, A is the streeti car as `approaching theswitch-and prepared to throw the switch and take the curved track. y

B and B are the rails of the main line.

C and C are the rails of the curve.

-D is the guard-rail.'v

Eis the switch-point, and E is the pivot of the switch-point. i

F and F are the truck-wheels of the streetcar.

' vGr is the speed-regulator wheel, and G is its vertical shaft. A

H vrefers to the grooves -in the pavement provided for the flanges ofthe truck or car wheels. i

l'-lheoperating cross-bar a, being in two sec- .tions in the .presentcase, (but may be in one 'solid bar, as shown in Fig. 3,) is located inadvance of the switch-point, as indicated by line a: The duplicatevertical lugs a Vand a are secured to the Outer ends ofthe operatingcross-bar a, one of which is normally in contact with the outer surfaceof the track portion Vof the rail B or B', the contact portion beingrounded 'away from the rail and adapted to permit the sharp portion ofthe beveled flange d of the switch-throwing wheel dto enter between therail and the said lug, pressingitl away from the rail, thus producing alongitudinal movement ofthe operating cross-bar a, to which is attachedone end of the operating-lever l), causing a reciprocal movement of itsopposite end, and to the deflector-bar b, which being attached to Ebetween its pivot E and its needle end IOO the operating-lever l), andto the switch-point causes the car to continue on the main line or vssto turn upon the curve, depending upon which one of the switch-throwingwheels-d, the right, or d', the left one is pressed down upon the rail.The operating-lever b is pivoted on the upwardly-projecting stud c ofthe pivot-plate c', which is secured to the cross-tie I. (See Figs. 2,4, and 6.) To secure free movement of the operating crossbar a, itsouter ends, which pass under or through the track-railsB and B rest uponrollers 7L h, supported by journal-plates h h', secured to the cross-tieI.

To each end of the car are secured journalplates e e e e, which hold inposition the continuous angled and curved rods c and e, which form thefoot-levers g and g, also the axles f and f upon which theswitch-throwing wheels d and d rotate, the said wheels being secured inplace by cotter-pins or threaded nuts or in any suitable manner. Theflat longitudinal springs i and t' hold the switchthrowing wheels up andclear from the trackrails B and B when in their normal position, asindicated by the dotted lines d and the rear switch-wheel in Fig. 2.

Where snow and ice are likely to obstruct the free operation of thisswitching device, the car portion may be constructed in accordance withthe plan illustrated in Fig. 10, in which a vertical bar 7c, having itsupper end secured to the under portion of the car and having hinged toits lower end a flat longitudinal bar c, having secured thereto the axleof the switch-throwing wheel and the spiral spring l to maintain thesaid wheel above and free from the track, as indicated by the dottedlines, and for the purpose of operating'the said wheel the loosevertical standard m is loosely attached to the forward end of thewheel-supporting bar k and extending upward through the guide n, its endterminating in any convenient form to afford a foot-rest for operatingthe same.

In operation as the car approaches the switch the motorman, in case hedesires to take the siding or curve, places his foot upon the lever g,and thereby presses the switchthrowing wheel d down upon the track-rail.The wheel coming in contact with the lug a, the beveled flange d passesbetween the rail and the said lug a, crowding it to the right and awayfrom the rail B, moving with it the operating cross-bar a, changing theposition of the lever l) to that of the dotted lines o and changing theposition of the switch-point to that indicated by the dotted lines p,which opens the switch for the curve. On account of the grooved face ofthe wheels d and d but little pressure is required to maintain themfirmly upon the track-rail, When the motorman desires to continue uponthe main line, he may do so by pressing the switcht'hrowing wheel d downupon the track-rail B', and in case the switch is set for the curve thesaid wheel will reverse it, and in case the switch is set as desired nodamage can result by operating the device, which can be operated withoutstopping the car, darkness making no change in the mechanical operationof the device.

Having thus described my invention, what I claim as new and useful, anddesire to secure by Letters Patent, is-

l. The combination in a street-railway, of a switching device consistingof an operating cross-bar a extending across the track bcneath thetrack-rails and having upon each of its ends upwardly-extending lugs, aand a, one of which normally rests against the outer side of the trackportion of the rail, while the opposite similar lug is a little spacedistant from the same relative position of the other track-rail, thesaid operating cross-bar being adapted to a longitudinal movement andhaving its ends resting on the antifriction-rollers 7L h, provided withthe journal rests or supports h L, secured to the crosstie I; theoperating-lever I), pivoted upon the stud c, of the pivot-plate c',secured to the cross-tie I g the said operating-lever, b, having one ofits ends attached to the said operating cross-bar a, and having itsopposite end attached to the inner end of the deiiectingbar b, havingits outer end provided with an upwardly-extending stud or pin adapted toits seat in the switch-point E, substantially as described.

2. In the combination of a street-railway having a switching device anda street-car adapted to operate in conjunction therewith, theswitch-throwing device consisting of the switch throwing wheels d and d,having grooved double-anged faces adapted to engage the track-rail, andhaving their outer iianges beveled to nearly sharp edges; and rotatingupon axles attached tothe street-car, and being provided with means formaintaining the said wheels normally above and free from thetrack-rails, also means being provided whereby the motorman operates thesaid switch-throwing wheels, as described and for the purposes setforth.

In testimony whereof I a'l'lix my signature in presence of twosubscribing witnesses.

EWING BROWNFIELD.

Witnesses:

L. H. JONES, S. J. HANsoN.

IOO

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